Three-cylinder gas or vapor engine.



G. A. BRONDER.

THREE CYLINDER GAS 0R VAPOR ENGINE.

APPLICATION FILED MAY 2l. I9I4.

Patented J 1111625, 1918.

3 SHEETS-SHEET I G. A. BRYONDER. THREE CYLINDER GAS'OB VAPOR ENGINE. APPLlcAUoN FILED MAY 21. 1914.

. v PatentedJune2.5,1918.`

a SHEETS-SHEET `2.

Q.v A. BRONDER. 'THREE CYLINDER GAS 0R VAPOR ENGINEl APPLICATION FILED IMYZI. I9I4.

IWWYA Patented Jun@ 25, 1918.4

3 SHEETS-SHEET 3- Z/ @I Mft, J4

i eAs'roN n. BRONDER, or BROOKLYN, NEW YORK.

THREE-CYLINDER GAS 01E-VAPOR ENGINE.

Application led May 21, 1914. Serial No. 840,055.

To all whom t may concern:

Be it known that I, GASTON A.. BRONDER, a citizen of the United States, `and a resident of the borough of Brooklyn, in the county of Kings and State of New York, have invented certain new and useful Improvements in Three-Cylinder Gas or Vapor Engines, of which the following isa speciication.

This invention relates to a three cylinder gas or vapor engine.

Referring to the drawings, Figure 1 represents a front elevation of the engine with a partial section as on the line 1, 1 of Fig. 2, Fig. 2 shows a top plan view and section of Fig. 1 on the line 2, 2, Fig. 3 represents a section of Fig. 1 on the line 3, 3, Fig. 4 shows a section of Fig. 1011 the line 4, 4, Fig. 5 is a section of Fig. 1 on the line 5, 5, Fig. 6 shows an enlarged fragmentary portion of Fig. 5, Fig. 7 shows a graph` of the port openings in the power barrel and pump barrel,`Fig. 8 shows a graph of the port open ings in the .pump barrel, Fig. 9 represents a longitudinal sectional view of a main valve, Fig. 10 shows a section of Fig. 9 on the line 10, 10, Fig. 11 is a top plan view of Fig. 9 when not sectioned, Fig. 12 shows a left hand View of Fig. 11, Fig. 13 represents an elevation of a valve coupling, Fig. 14 shows a left hand end view of Fig. 13, Fig. 15 shows a right hand end view of Fig. 13, Fig. 16 shows aplan view of an auxiliary valve with its accompanying coupling, Fig. 17 shows a left hand end View of the coupling of Fig. 16, Fig. 18 shows a right hand end view of Fig. 16 and Fig. 19 is a section .of Fig. 16 on the line 19, 19.

The engine is shown to comprise three cylinders indicated in their entirety at 15, 16 and 17.

Each of said cylinders comprises the power barrel 18 with its cap 19having the spark plug 20. yThe power barrel 18 is shown with the packing ring 24 lhaving the charnfered edges 25. A pump barrel 26 with the inlet port 26a is` formed with each cylinder. A fuel charge inlet port is indicated at 27. y In each power barrel exhaust ducts 28 with their outlet openings 29 are formed with each power cylinder. Exhaust `ports 30 lead from said power cylinders to said ducts. Main valve chambers 32, 33

and 34 are formed with the cylinders 15,V 16 and 17. To the outer facesl of the valve chambers issecured the fuel charge mani.

fold 38, having the inlet ports 39, 40 and 41 that extend to the main valve chambers 32, 33 and 34. Outlet ports for the valve chambers 32, 33 and V34 are indicated at 42, 43 and 44. Between the inlet port 27 of the cylinder 15 and the main valvechamber 33 is interposed the receiver 45; tween the port 27 of the cylinder 16 and the valve chamber 34 is interposed asimilar receiver 46. Between the port 27 of the cylinder 17 and the valve chamber `32 is interposed .the receiver 47. In the valve chambers 32, 33 and 34 are respectively supported the rotary valves 50, 51 and 52. The valves 50 and 51 are connected by a tubular coupling 55 and the valves 51 and 52 are connected by a similar coupling.

The valve 50 has formed therewith the partition which divides it into the suction chamber 61 having the ports 62, 63, and the discharge chamber 64 having the ports 65 and 66. Tapered grooves `67 and 68 are formed in the ends of said valve 50. The valves 51 and 52 are similar to 50 with the exception that they are left handed relatively to the valve 50. In the valve 51 the suction chamber is indicated at 71 and the discharge chamber at 72. In the valve 52, the suction chamber is indicated at 73 and the discharge chamber at 74.

The tubular coupling 55 is shown with the pairs of tapered prongs 79, 80 atone placed by the piston of the pump barrel being somewhat greater than the volume displaced by the piston of the power barrel.

VEach pump barrel 26 has lformed therewith an air inlet valve chamber 85 somewhat distant from the bottom end thereof,

and is provided with the air portsv 87 and 88. In each of the latter chambers rotates the air inlet v alve 89 having the port 90. Each of the valves 89 has formedl in its end faces tapering notches 91 and 92.

The valves 89 are connected by the tubular couplings 93, each of the latter having tapering projecting prongs 94, 95 extending from its opposite ends, and which make angles of 120 degrees with each other.

`In each cylinder is located a differential piston with the power end 100 and the pump end 101. From the upper face of the power end extends a guide duct 102 that co-acts with the port 27. The power end is provided with the packing rings 102 and the pump end is provided with the packing rings 103. from its lower end the aprons 104 and 105. The apron 105 co-acts with the air inlet port 88. Each power end has the usual wrist pin 106.

A crank case 110 supports the lower end of thecylinders 15, 16 and 17 Journal bearings 112k are formed in the crank case for the crankshaft 114 having the crank pins 115. A connecting rod 116 connects each crank pin 115 with its corresponding ywrist pin 106.

, lThe valve chamberv 32 has extending therefrom the journal cap 120. A shaft 121 has extending therefrom a tapered driving key which engages the notch 68 in the valve l A50. l-A cap 122 closes the end of the main valve chamber 34.A The shaft 121 carries the spur gear 125. A pin 126 extends from the pump barrel 26 of the cylinder 15 and has journaled thereon the cognbined pinion 127 and' spur gear 128. The, gear 128 meshes with the gear 125 and which gears are of the same diameter.

` The air valve chamber of the pump end of the cylinder 15 has extending therefrom the journal cap 130. A shaft 131 has extending therefrom a tapered driving key 132 which engages a notch 91 in the air 'valve 89. A cap 133 is fastened to the end of the valve chamber 85 of the cylinder 17 A pinion 135 on the shaft 131 meshes with the pinion 127. A spur gear 138' on the crank shaft 114 meshes with the spur gear 128, the twolatter gears being of the same diameter. A iy wheel 140 is carried on the f crank shaft 114.

To operate the engine carbureted air enters the fuel charge manifold 38 which conducts' it to the suction chambers 61 of the rotary valves 50, 51 and 52.

187:an'd 88 and air enters the pump barrel 26 "during the remainder of the down stroke of The `charge passes. through the suction chamber of one of the valves which is positioned to'uncover the port of its accompanymains uncovered which continues during the greater portion of the downward stroke of thedifferentlal piston.

' Considering valve 50 at the instant it closes the port 26a the pump end 101 of the piston opens the port 88 and the valve port '90 of the valve 89 is in line with the ports the pump end 101. At' the end of the down stroke of the piston the `valve 89 closes. The piston in the cylinder15'now rises and The pump end has extending slightly compresses the charge in the pump barrel. Next the discharge chamber 64 of the valve 50 uncovers the port 26L and permits thecharge to enter the receiver 47. The fuel charge forces the air confined in the receiver 47 into the power barrel 18 of the cylinder 17.

After ythe incoming air has driven out the exhaust gases from the power barrel 18 the charge enters the same and is compressed, after which it is exploded. The last portion of the charge from the pump barrel 26,- which is practically pure air, enters and remains in the receiver 47 when the power piston 100 of the cylinder 17 descends after the explosion of the charge therein and the expansion of the latter. The ports 30 are uncovered with the descent of the piston 100 in the cylinder 17 and the pressure of the burned gas is lowered and escapes through the said ports 30 and outlet opening 29.

In case the valve gear is positioned so that the valve 51 uncovers the port 26 of the pump barrel 26 of the cylinder 16 then by similar operations the charge will be conducted from pump barrel 26 of cylinder 16 and thence to the receiver 45 and finally to the power barrel 18 of the cylinder 15. In case the valve gear is positioned so that the valve 52 uncovers the port 26 of the pump barrel 26 of the cylinder 17, then through similar ope-rations the charge will be conducted from the pump barrel 26 of the cylinder 17 to the receiver 46 and thence to the power barrel 18 of the cylinder 16.

Referring to Fig. 8 and considering the operation of the valve 33, the crank of the engine turning in the direction of the arrow, the said valve begins to uncover the port 26a, immediately after the crank passes its upper center, indicated at 160. Thereby carbureted air is drawn into the pump and until the crank has turned somewhat more than a quarter of a revolution indicated at 161 at which instant the valve 33 closes. At the point 162 the pump end 101 uncovers the air port 88, and the valve 89 enables an induction of air into the pump barrel 26 to the end of the downward stroke of the pump end as indicated at 163. The piston then rises and compresses the charge somewhat in the pump end until the crank reaches the point 164. At the latter point the 'main valve 33 is turned to bring its discharge port opposite the port 26*l to enable the fuel charge to flow from the pump barrel 26 into the receiver 45, to drive the air therefrom until the point 160 is reached. The air of the said receiver is forced into power barrel 18 of the cylinder 15. The air displaces the spent gases from said power barrel 18. Practically all of the air discharged from pump barrel 26 remains in the receiver 45. The cycle of operations of the pump barrel described is shownin dotted lines in Fig. 7 130 turned back 120 degrees. The full lines in Fig. 7 show the operations of the ports 30 and port 27 of the power barrel 18 of cyln inder 15. After the charge is received the power barrel 18 of the cylinder 15 of the piston rises and compresses it until the piston reaches the top of. its stroke, when the charge is exploded. The piston then descends and the exhaust ports 30 open at 170, permitting the spent gases to escape. Next the inlet port 27 is opened with the crank at 171, and a new charge is admitted at 172. When the piston rises inlet port 27 is closed, with the crank at 173 shutting olif the air from the receiver 45. Next the exhaust ports 30 are closed at 174 and the charge is com ressed to be again exploded.

aving described my invention, what I claim as new therein and desire to secure by Letters Patent of the United States is:

1. In a machine of the character described the combination of three cylinders, each comprising a power barrel and a pump barrel, a piston for each cylinder comprising a power end and a pump end, a main valve for a fuel mixture and a valve for air coacting with each pump barrel, the volumes of the fuel mixture and air having a predetermined ratio, a receiver connecting a pump barrel with a coacting power barrel, the volume of said receiver somewhat less than the volume of air admitted for each stroke into the pump barrel.

2. In a gas engine the combination of a cylinder comprising a power barrel and a pump barrel, a piston for the cylinder, a valve for the admission of a fuel mixture to the pump barrel, a valve for the admission of air to the pump barrel, the valve for the admission of the fuel mixture beingopen a predetermined length of the stroke of the piston, and the valve for the admission of air being open for the remainder of the stroke.

3. In an engine of the character described the combination of three cylinders, a reciprocating piston in each cylinder, a pump barrel formed with each cylinder, a valve chamber for the operating liuid of the engine connected to each pump barrel, a valve for each valve chamber, an air inlet valve for each pump barrel, and a receiver interposed between each cylinder and the valve chamber of the pump barrel of one of the other cylinders.

4. In an engine of the character described the combination of three cylinders,

a reciprocating piston in each cylinder, a.

pump barrel formed with each cylinder, ay valve chamber for the operating fluid of the engine connected to each pump barrel, a valve for each valve chamber, an air inlet valve for each pump barrel and a receiver interposed between each cylinder and the valve chamber of the pump barrel of one of the other cylinders and a crank for each piston, the cranks distributed so that the crank of the second piston precedes and makes an angle of one hundred and twenty degrees with the crank of the first piston and the crank of the third piston precedes and makes an angle of one hundred and twenty degrees with the crank of the second piston and the crank of the first piston precedes and makes an angle of one hundred and twenty degrees with the crank of the third piston.

Signed at the borough of Manhattan in the county of New York and State of New York this 20th day of May A. D. 1914.

GASTON A. BRUNDER.

Witnesses:

A. A. DE BONNEVILLE, JOHN Jnssicrr.

Copies of this patent may be obtained for ve cents each, by addressing the Commissioner of Patents,

Washington, D. C. 

